Railroad switching device.



- Nn. 64|,223. Patented 1an. 9, |900.

.1. Y. Pumas.

RAILROAD SWITCHING DEVICE.

(Applcatiun led May 11y 1895.)

(No Model.)

MINE 5 SBE I mmm/JR @www www@ JOSEPH Y. PORTER, OF CLEVELAND,OHIO,VASSIGNOR TO JAMES IV.

MORRISON, OF DETROIT, MICHIGAN.

RAILROAD SWITCHING DEVICE.

SPECIFICATION forming part of Letters Patent No. 641,228, dated January9, 1900.

Application filed May 11,1895. Serial No. 548,946. (No model.)

T0 @ZZ whom t may concern:

Be it known that I, JOSEPH Y. PORTER, a citizen of the United States,residing at Cleveland, in the county of Cuyahoga and State of Ohio, haveinvented certain new and useful Improvements in Railroad SwitchingDevices; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

My invention relates to improvements in railroad switching devices; andit appertains more especially to the features hereinafter pointed out inthe annexed claims.

My device is designed to normally maintain either a siding or a maintrack in unobstructed continuity, and it also aords a means foroperating the switch by suitable levers directly at the switch, toeither side of it, or opposite the switch. The point where theoperating-switch is is preferably between the switch and the car,instead of beyondlit.

Another feature of my invention consists in providing a depressibleportion of track, whether located in a turnout or straight portion ofthe line, such depressible portion being capable of precipitating thecar-wheels to a certain distance below the normal level of the tread ofthe track-rails, and in providing means for automatically unlatchingsuch depressible portion of the track, so that the car would beautomatically stopped. If this depressible portion of the track wereplaced in the main line to guard against points of danger, then theautomatic tripping device would be so arranged,with one or more suitableoperating mechanisms therefor, that the depressible portion of the trackwould not be tripped if no danger existed, as would be determined by theobservation of the conductor or other employee. This feature could bemade inoperative simultaneously with the setting of a derailing-switchfor or against the main track, or such depressible portion of the maintrack could be used independent of any derailingswitch, and the trippingmechanism .could be operated any distance from such points of protectionin any direction from the safeguard, whether in advance, to the rear, orthe sides of such points.

With these ends in view I illustrate in the accompanying drawings suchfeatures of my invention as relate to the carrying out of theadaptations in this instance selected; but I do not in' any manner limitmyself to the specic details of construction shown.

Figure 1 is a perspective view of the several features of the selectedadaptations. Fig. 2 is a cross-section elevation of thederailingswitch-operating mechanism. Fig. 3 is a cross-section elevationshowing the switch with a protecting-apron securedthereto. Fig. 4. is aperspective of the mate portion of the track directly opposite to theswitch shown in Fig. 3. Fig. 5 is a perspective of the protecting-apron.Fig. 6 is an enlarged crosssectional elevation of the protecting-apronand the switch-rocker.

In any suitable track-rail l I place at dangerous points aderailing-switch 3 or a depressible section of track 29, as desired. Inthe instance shown only the derailing-switch 3 is placed in themain-track rail 1. The switch 3 in this instance is of the rocker type;but any other style of switch might be used with equal advantage. Theswitch shown has bearing-supports 5, which rock upon an inclined shaft4, such shaft being so placed as to cause the forward end or what iscommonly known as the point of the switch to rock farther than the heelportion of such switch. To the side of the switch-rocker 3 are placedguard-rails 6, and beyond the switch, diverging from the main-track raill, is placed a turnout-rail 2. In this instance of adaptation I show thedepressible portion of track 29 placed within the diverging orturnoutrail 2, and I also placepreceding such depressible track-section 29 awavy or rack portion of rail 27, which is located below the head portionof the rail 2. This section of rail would tend to retard the motion ofthe car very materially.

The depressible track-section 29 is operated as follows: At somedistance before the section 29 is reached a plate 21a, fastened to twoarms 21, projects alongside of the track-rail, so as to be engaged bythe car-wheel. This operating -lever approximates the shape of theletter F, the central short cross-bar being designated by 23, while thelower stem extension is 24, the fulcrum for the lever being at 22. Thestem extension 24 serves to support a suitable counterweight 25. Theshort arm 23 is connected by a rod 26 to a catch-lever 32,which is fulcru med at 34. This catchlever serves to hold the depressibletrack-section 29 in a raised position.

The depressible track section 29 is fulcrumed at 28 and has a rearwardprojection 30, which carries a counterweight 3l, which serves to retainthe section 29 in a horizontal position even when the catch-lever 32 isremoved. The car-wheel 35 would descend, the incline of track-section 29to what depth was deemed necessary at the rail end 33, and thus stop thecar, and in backing up the car the wheels return the section 29 to ahorizontal position.

In order thatthe plate 2la would not beinterfered with by ordinaryroad-vehicles, I would place the termination of such plate in a groovejust inside of the head of the rail, such groove being just wide enoughto allow the wheel-flange to pass through it,and thereby depress theplate 21a, and in order that the counterweight 3l, in cooperation withthe counterweight 25, would not hold the parts in such relation that thecatch-lever 32 would simply snub under the section 29 after the plate 21was released I would place the lever 21 such a distance from the section29 that the rear wheels of the car or a Wheel immediately following thefront wheels would depress this lever 21 as the front wheel was about toride upon the section 29 or was already upon the section to a slightdistance.

The switch-rocker 3 is operated when normally standing in positiontodeiiect the car to the right, as shown in Fig. l, by a bell-cranklever 12, operated by chain 13 through a ring 20. This lever has itsshort arm 9 connected by link 8, which is secured to the rocker 3. Thebell-crank lever 12 is pivoted from 10 to a suitable fulcrum or bearingsupport, which is suitably fastened to one of the guard-rails 6 or toany other portion of the switch-box. The rocker 3, as shown in Fig. 1,upon the opposite side has an arm 14 rigidly secured thereon, such armhaving a counterweight 15 secured thereon. This counterweight uniformlyserves to hold the rocker 3 in the position shown.

If it is desired to operate the switch-rocker 3 from a distance in anydirection away from the switch, a shaft 16 or other means would beprovided with anysuitable lever 17, whereby such rocker 3 could beoperated in either direction.

When it is desired to have the switch-rocker 3 normally stand in thereverse direction to that shown in Fig. 1, then the arm 14 is placed onthe right-hand side of the rocker instead of the lever 12 and itsconnecting-links, while the lever 12 is placed in the positionpreviously occupied by the lever 14. The shaft 16 would also becorrespondingly modified. To operate the switch when its normal positionis that shown in Fig. 2, a chain 18, fastened to lever 14 through a ring19, would be operated, the counterweight 15 serving to hold the switchnormally in the position shown.

In order that the track-switches that I use may not become clogged withdirt orbe made inoperative by the placing of a wedge or similarobstruction between the switch-rocker and the guard-rail by maliciouspersons, I provide a suitable apron 36, which is supported by the rocker3 in a pivotal manner This plate rests upon a contiguous guard-rail,that is of a slightly-modified form to that shown in Fig. 1.

It will be noticed that the plate 36 is beveled, and the contiguous edgeof the cover is also beveled. These edges are so formed that itisimpossible for dirt to be packed between them, and thus clog the switchand prevent its operation.

Plate 36,at the rear edge thereof, has curved hook projections 37 castthereon. These hook projections are inserted into other openings whichare provided upon the opposite edge of the rocker 3, and the plate isput into position as shown in dotted lines in Fig. 6. As the plate isplaced in a horizontal position, the hook edge 37 prevents the platefrom being displaced. The portion 38 of the rocker serves to support anyload that may pass over the plate 36. This portion is cast to the headof the rail of the rocker 3, and it forms a flange 39, which protectsthe plate 36 from any side strains on account of heavily-loaded vehiclespassing over the same. I also provide a mate-track portion 40, which islocated directly opposite the switch. (Shown in Fig. 3.) This is soconstructed that the flange of the car-wheel will ride over the head ofthe maintrack rail 41 and pass upon the derailingrail 42.

The track-rail 41 is bent sidewise, as shown at 40, and the small pieceof steel 43 is placed into position, as shown, just inside of the headof the track-rail, so as to ill in the curve space 40. thereon is formedwith an incline 44, upon which the iiange of the car-wheel will ride asthe wheel is carried over the head of the track-rail. If it weredesirable, the maintrack rail could also be slightly depressed at thispoint, so as to obviate the necessity of lifting the car to such anextent, as determined by the height of the head of the trackrail. I donot limit myself to the specific construction shown in reference to theprotecting-apron or to the switch mate, nor to any other details ofconstruction as shown, excepting as interpreted by the annexed claims.

What I claim is- 1. In a derailing-switcb, the combination with asuitable switch, of a depressible portion of track, a catch for holdingthe same, and operatinglevers connecting with said track, aterminationof such connecting mechanism being placed in the path of travel of thecar-wheel, whereby the catch will be re- IOO IOO

This portion 43 at the one end leased and the depressible portion of thetrack deprived of its support to derail a car, as set forth.

2. In a derai1ingswitch, the combination with a switch-point, adapted tobe held normally in one position and to be moved in the oppositeposition, of a depressible portion of track, a catch for holding thesame, and operating-levers connecting with said track, a termination `ofsuch connecting mechanism being placed in the path of travel of the car-Wheel,whereby the catch Will be released and the depressible portion ofthe track deprived of its support to derail a car, as set forth.

3. The combination with a section of track,

JOSEPH Y. PORTER.

Witnesses:

BRADFORD WILSON, BERTHA H. BITZER.

